Barrier for railway level crossings and the like



March 31, 1931.

L. N cAMPopomco ET AL 1,798,721

BARRIER FOR RAILWAY LEVEL CROSSINGS AND THE LIKE Filed June 10, 1930 3 Sheets-Sheet l mil- L Lazmar MIGUEL EnMPnnumun mm LUIS Eamrmm.

BY W A TTORNEY INVENTORS'.

March 31, 1931.

L. M. cAMPobomcio ET AL BARRIER FOR RAILWAY LEVEL CROSSINGS AND THE LIKE Filed June 10, 1950 3 Sheets-Sheet 2 Lamas MIGUEL Eawunumun am LUIS BHRBTELLI- INVENTORJ A TTORNEY Malfch 1931- L. M. CAMPODONICO ET AL 9 BARRIER FOR RAILWAY LEVEL CROSSINGS AND THE LIKE Filed June 10, 1930 3 Sheets-Sheet 3 l ;j 4 I-l I LHZBRUMIEUEL 'Eamnnmun am:

LUIS EBRETELLI.

[N VENTORS HY W A TTORNEY Patented Mar. 31, 1931 UNITED STATES PTENT OFF-ICE,

LAZARO MIGUEL CAIv'IPODONICO AND LUIS BARATELLI, 0F .BUENOS AIRES, ARGENTINA BARRIER FOR RAILWAY LEVEL CROSSINGS AND THE LIKE Application filed .Tune 10, 1930, Serial No. 460,269, and in Argentina February 7, 1930.

7 Our invention refers to the equipping, in the safest way and in a simple .and practical manner, railway level crossings. in the neighbourhood of the city and camp where accidents occur with 'suficient frequency, some with fatal consequences when the loss of life is to be lamented, and abundant material damages result.

The present invention consists of barriers that function automatically on the passing of locomotives or trains, thus obviating the necessity of barrier guards; these barriers also solve one of the most difficult probblems existing up to the present which is the security of level crossings of so many places which by reason of the distance, remain without any sort of care.

The invention has equally in view other objects which will be made clear in the course of the present specification and which will be set forth in the appended claims.

In order that this invention may be clearly understood and easily put-into practice, an example is given of the most practical form of operation in the annexed drawings, wherein v Figures 1 and 1(a) are views of the-entire arrangement.

Figure 2 represents a sectional arrangement ofthe whole mechanism.

Figure 8 represents the entire levers that can be used in substitution of the arrangement shown in Figure 2. Y

- Figure 4 is a front view of the arrangement of levers forthe inverse movement. a Figure 5 represents a type ofhand-lever that can be utilized in substitution-of the previous arrangements.

' Figure 6 is a detail of the pin which is fixed to thecow-catcher of the engine, for the purpose of operating the signal arrangement; and finally Figure 7 represents the hydraulic counterweight for facilitating the gradual closing of the barriers.

' In order to give a better idea of the arrangement which is the object'of this invention, reference is made first of all to the'entire installation represented by Figures 1 and 1(a);

The arrangement consists of the barriers a-c which rest on the supports M at the points B, and when they are in a closed position their end a rests on another support R. Both the supports M and R are conveniently fixed in the ground as will be shown hereinafter. The supports M are formed by two pieces of iron of equal height and shape suitably separated from oneanother and conance-counterweight T situated in the after-v part bc of the barrier. The pillion T should be made of the material most suitable. The two levers S corresponding to the same support are connected below the latter by means of a transverse axle A 4,VA4=, at the central point of which, A5, is connected a control bar N sustained by the supports V of suitable size or dimension. This bar N,- of suitable length, is utilized for transmitting the pulling movement to the levers L and S. Both ends of the bar N are joined to the levers Z at the points -C3 and (1-8. The said bar N'is arranged in a subterranean channel. The last mentioned lever is sustained by its point C-1 rotatively on the support P. At the other end 0-2,, the lever Z is joined to the bar Q, sustained by, the supports V-1. The said lever Z is utilized, as will be seen hereunder, for operating thebars N and Q. The unions C1, C-2 and C3 are effected by means of pins, with a view of facilitating the rotation of the parts. Both rods N are connected by an axle W that runs below the line transversely, effecting thus the union between barriers through the bars N which in turn operate the levers S and L.

The rod Q, articulates through its ends E3 and E3 with the essential parts of the apparatus; the automatic movements of the barriers are produced through the medium of this bar.

At E3 the lever X articulates, as is clearly shown in Figure 1(a), to which lever is attached the lever X to the other end of which is attached the piece T2. Suitably fitted-to the line, as will be shown later on, is an arrangement formed by the part U inversely placed in the soil and which carries the crossbars n and Z.

The parts 11 and Z are perforated in order to permit of the passage of axles 1" which carry at thei' r'large end some triangular pieces h and h of iron, or similar material, which are provided with lateral plugs p and 10' that operateor work in connection with the parts l2 mentioned above.

The said barrier proper a-c consists of two parts: one of them ab shouldpreferably be of wood, and the other bc preferably ofiron, its length being such that may be found most convenient. A

lvhen'the barriers are closed they rest on the supports'R, which latter may be manufactured of iron or wood fixed in the soil and whose upper parts should be madein the form of a fork, the size being that which is most convenient.

Figure 2 represents the arrangements formed by a U-shaped piece m where in the perforated cross-bars n and Z are fitted the triangular pieces 71. and h made of iron or similar material, provided with plugs 10 and go that operate the part T,:2, the dimensions being those which may be found necessary; these parts are suitably fitted near to the line and rest on the sleepers or on the special bases, according to the necessities of the case, and being held thereto by means of screws or clamps.

Figure 3 shows a set of movable levers which can be substituted for the arrangement shown in Figure 2. This arrangement, as will be seen, is formed by an elbow-arm which by means ofa pin E operates the bar Q; the said arm is oined to an iron-bar F of suitable dimensions, which has in its lower part a counterweight that enables it to always maintain a vertical position and is sustained by two supports F. At F2 the lever F-3 is connected by an axle to the lever F and the upper part of the lever F,3; at F--4 through the medium of a pin, is attachedthe bar F5 which transmits the movement by the pin F6'to the lever F7. This last mentioned lever rests on the support F" fixed with screws to the sleepers or adequate bases as in the case of the support F. Figure 4 represents amovable lever provided with the pin 13-3 which operates it or on a governor 'coupled to the sector at H-3 by a pin; the said sector should :be fixed on speeial bases,

At H3 there is attached a small lever which operates the safety crotch.

Figure 6 represents the steel pin which is attached to the cow-catcher of the engine (the only attachment that is carried by the locomotive for the automatic operation of the'b'arriers) this pin is attached to the cowcatcher by means of the screws I','1I and at its terminal it carries .a roller 1 which serves ;the purpose of colliding with the apparatuses of the automatic movements orarrangements.

Operation The parts hand h are placed'close'to the track, one in active or elevated position in relation thereto and the otherbelow .thetrack. On the passing of a train :whose locomotiveis provided with a special :part for that .:purpose, said part collides with the piece 11 .or it. As in Figures 1 and la ,closed barriers are shown, we will now describe the operation for the automatic openingofthe same. When passing,the train depresses the piece it which through itsplugip' acts on :the left wing (in accordance with Figure 1.) of the part T 2 by which movement .the bar Q is pulled and .thisthrough the medium .of, the lever Z actuates the bar N. As the latter is attached to the other bar N opposite, byimeans of the lever WV, both bars Nrfollow thesame movements. .The bars N operate thelevers S through the axles A4 and A4. The'lever Soperates thelever L causing the slidingof the counterweight T towards the end 0- by which actionthe barriers are raised. It is thusveasy o u derstand how the closing is effected.

,The operation of the barriers .by means of the arrangements composed ofthe triangular pieces'h, It has been explained. ,By means of the levers shownin Figs. 3 and 4., thesame movements can be produced, when the pin, shown in Figure 6 and carried-on the cowcatcher of theengine, .collides with the forwardly inclined bar of .thelevers shown ,in Figures 3 and 4, whereby the bar is pulled resulting in the series of movements mentioned above which cause the opening of the barriers. The opening and closing movements of the barriers can be effected by a man bymeansofa hand-lever which can be utilized close to villages .and cities.

For closing the barriers, one of the above described arrangements or automatic. levers is provided with a double accentric or double set of levers that produces the inverse movement.

The apparatuses described above are intended for a single-line track; in case of a double track the apparatuses referred to for single-track working should also be placed on the other track and operated with the same barriers and in the same manner.

, It is evident that various modifications in construction and in detail can be introduced without departing from the principle of the present invention which is clearly set out in the undermentioned clauses of claims.

We claim 1. In combination with a railroad track, two spaced supports provided on each side of the track, barriers pivotally carried by said supports and provided each with a rearward- 2o ly extending portion, a weight slidingly mounted on said portion, an arm pivotally connected to said weight for moving the same in either direction, a lever pivoted intermediate its ends on said support and articulated to said arm, a horizontally movable bar operatively associated with said lever, triangulan ly shaped members provided near the track and adapted to be depressed by a part carried on the locomotive of a train, and means inter- :ao mediate said triangularly shaped members and said bar for transmitting therethrough a corresponding movement to said lever and said arm to thereby shift said sliding weight in either direction for automatically closing or opening the barrier.

2. The combination as specified in claim 1, including a control bar operatively associated with said horizontally movable bar, centrally pivoted members linked to said control bar and adapted to be rocked about their pivots by plugs provided on said triangularly shaped members to thereby exert a pull on said control bar in either direction, said pull being transmitted to said horizontally movable bar.

3. The combination as set forth in claim 1, including a transverse axle operatively connecting the horizontally movable bars on either side of the track.

so In testimony whereof we afiix our signatures.

LAZARO MIGUEL CAMPODONICO. LUIS BARATELLI. 

